Note: Descriptions are shown in the official language in which they were submitted.
VEHICLE DOCKING SYSTEMS, PAYLOAD TRANSFER SYSTEMS,
AND RELATED METHODS
FIELD
The present disclosure relates to vehicle docking systems, payload transfer
systems, and related methods.
BACKGROUND
Vehicles such as aircraft may be used to deliver payloads to a delivery site.
For
example, unmanned aerial vehicles (UAVs) may be used to transport payloads
substantially autonomously. However, such applications generally require human
interaction to place a package in the UAV's cargo area and/or to otherwise
couple the
payload to the UAV and/or uncouple the payload from the UAV. Such human
interaction with a UAV may necessitate the use of special procedures and/or
apparatuses to ensure the safety of the human user, and/or may result in a
longer
turnaround time to couple the payload to the UAV and/or uncouple the payload
from
the UAV, relative to an automated system.
SUMMARY
In one embodiment, there is provided a vehicle docking system for selectively
retaining a vehicle in a docked position relative to a docking platform. The
vehicle
docking system includes a vehicle that includes landing gear having an
associated
plurality of docking insert units in a geometric arrangement, and a docking
platform
that includes a plurality of docking receptor units. Each docking receptor
unit may be
configured to selectively engage a corresponding docking insert unit of the
plurality of
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docking insert units to selectively retain the vehicle in a docked position
relative to the
docking platform. The plurality of docking receptor units may have a geometric
arrangement corresponding to the geometric arrangement of the plurality of
docking
insert units; wherein, when the vehicle is in the docked position, each
docking insert
unit is received in a corresponding docking receptor unit to maintain the
vehicle in the
docked position. Each docking receptor unit may be configured to transition
between
an unlocked configuration, in which the corresponding docking insert unit is
free to be
inserted into and removed from the docking receptor unit, and a locked
configuration,
in which the corresponding docking insert unit is restricted from being
removed from
the docking receptor unit when the vehicle is in the docked position.
The plurality of docking receptor units may include one of two docking
receptor
units, three docking receptor units, four docking receptor units, and more
than four
docking receptor units.
The plurality of docking insert units may include one of two docking insert
units,
three docking insert units, four docking insert units, and more than four
docking insert
units.
The vehicle docking system may include at least one insert retainer associated
with a corresponding docking receptor unit of the plurality of docking
receptor units
and configured to selectively restrict a corresponding docking insert unit of
the plurality
of docking insert units from being removed from the corresponding docking
receptor
unit when the vehicle is in the docked position and when the docking receptor
unit is in
the locked configuration.
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Each insert retainer may be configured to mechanically restrict the
corresponding docking insert unit from being removed from the docking receptor
unit
when the vehicle is in the docked position and when the docking receptor unit
is in the
locked configuration.
Each docking receptor unit may include a receptor opening, wherein each
docking receptor unit is configured to receive the corresponding docking
insert unit via
the receptor opening, and the each insert retainer may at least substantially
covers
the receptor opening of each docking receptor unit when the docking receptor
unit is
in the locked configuration.
The vehicle docking system may further include a retainer actuator configured
to transition at least one docking receptor unit between the unlocked
configuration and
the locked configuration.
Each insert retainer may be hingedly coupled to the corresponding docking
receptor unit, and the retainer actuator may be configured to pivot each
insert retainer
relative to the corresponding docking receptor unit to mechanically restrict
the
corresponding docking insert unit from being removed from each docking
receptor unit
when the vehicle is in the docked position and when the docking receptor unit
is in the
locked configuration.
The vehicle docking system may further include a position sensor configured to
detect when the vehicle is in the docked position, and the retainer actuator
may be
configured to pivot each insert retainer responsive to the position sensor
detecting the
vehicle in the docked position.
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The retainer actuator may include at least one retainer actuator motor. Each
retainer actuator motor may be configured to actuate at least one of the at
least one
insert retainer to transition the at least one docking receptor unit between
the
unlocked configuration and the locked configuration.
Each retainer actuator motor may be configured to actuate a single
corresponding insert retainer of the at least one insert retainer.
The at least one insert retainer may include at least two insert retainers,
and
each retainer actuator motor may be configured to actuate each of a
corresponding
plurality of insert retainers of the at least two insert retainers.
Each docking receptor unit may include an insert receiver that is configured
to
receive and guide a corresponding docking insert unit of the plurality of
docking insert
units into alignment with the docking receptor unit while the vehicle
approaches the
docked position.
Each docking insert unit may be at least substantially enclosed by the insert
receiver of the corresponding docking receptor unit when the vehicle is in the
docked
position.
Each docking insert unit may be at least substantially conical, optionally
frusto-
conical, and wherein the insert receiver of each docking receptor unit is at
least
substantially conical, optionally frusto-conical.
The insert receiver of each docking receptor unit may include a sloped portion
configured to engage the corresponding docking insert unit to passively guide
the
corresponding docking insert unit into the docking receptor unit.
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The landing gear may include at least one shock absorber configured to
resiliently contract when the vehicle engages the docking platform.
The landing gear may be configured to support the vehicle upon at least one of
the docking platform and a ground surface, and the landing gear may include
each
docking insert unit.
In another embodiment, there is provided a payload engagement system for
selectively coupling a payload to a vehicle. The payload engagement system
includes
a vehicle that includes at least one engagement latch, and a payload that
includes at
least one engagement receptor. Each engagement latch is configured to
selectively
engage a corresponding engagement receptor of the at least one engagement
receptor to selectively couple the payload to the vehicle; wherein each
engagement
latch is configured to be selectively transitioned between an engaged
configuration, in
which each engagement latch engages the corresponding engagement receptor to
couple the payload to the vehicle, and a disengaged configuration, in which
each
engagement latch is removed from each engagement receptor; wherein the payload
engagement system includes an alignment guide configured to guide the payload
to a
predetermined coupling position relative to the vehicle to establish alignment
of each
engagement latch relative to the corresponding engagement receptor in an
alignment
plane prior to each engagement latch transitioning from the disengaged
configuration
to the engaged configuration; and wherein each engagement latch is configured
to
translate in a lateral direction that is at least substantially parallel to
the alignment
plane as the engagement latch transitions between the engaged configuration
and the
disengaged configuration.
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The at least one engagement latch may include one of one engagement latch,
two engagement latches, three engagement latches, four engagement latches, and
more than four engagement latches.
The at least one engagement receptor may include one of one engagement
receptor, two engagement receptors, three engagement receptors, four
engagement
receptors, and more than four engagement receptors.
Each engagement receptor may be fixedly mounted to the payload.
Each engagement latch may be spaced apart from the corresponding
engagement receptor when each engagement latch is in the engaged
configuration.
The payload may be restricted from being removed from the vehicle when each
engagement latch is in the engaged configuration.
Each engagement receptor may include a latch receiver, and wherein each
engagement latch is at least partially received within the latch receiver of
the
corresponding engagement receptor when the engagement latch is in the engaged
configuration.
The payload engagement system may further be configured to transition each
engagement latch between the engaged configuration and a secured configuration
when each engagement latch is engaged with the corresponding engagement
receptor. The payload may be restricted from moving relative to the vehicle
while the
vehicle carries the payload and when each engagement latch is in the secured
configuration. Each engagement latch may be configured to translate in a
transverse
direction that is at least substantially perpendicular to the alignment plane
as the
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engagement latch is transitioned between the engaged configuration and the
secured
configuration.
The alignment guide may be disposed on a lower side of the vehicle and is
configured to guide and establish alignment of the payload and the vehicle to
establish
alignment of each engagement latch relative to the corresponding engagement
receptor.
The alignment guide may be configured to guide the payload to the coupling
position relative to the vehicle.
The alignment guide may include a ramped portion configured to engage at
1.0 least a portion of the payload to passively guide the payload to the
coupling position
when each engagement receptor approaches a corresponding engagement latch of
the at least one engagement latch along a/the transverse direction that is at
least
substantially perpendicular to the alignment plane.
The ramped portion may be configured to translate the payload in a direction
at
least substantially parallel to the alignment plane when each engagement
receptor
approaches the corresponding engagement latch along the transverse direction.
The payload may include a plurality of corners; and the alignment guide may
include a plurality of corner units, each corner unit configured to receive a
corresponding corner of the payload when the payload approaches the coupling
position.
At least one corner unit may include the ramped portion.
The payload may include a plurality of edges, and the alignment guide may
include a plurality of alignment rails, each alignment rail configured to
engage a
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corresponding edge of the payload when the payload approaches the coupling
position.
At least one alignment rail of the plurality of alignment rails may include
the
ramped portion.
Each alignment rail may extend between a corresponding pair of corner units of
the plurality of corner units.
The alignment guide may include at least one payload stop configured to
engage the payload when the payload is in the coupling position to limit an
extent to
which the payload may be translated toward the vehicle along a/the transverse
direction.
Each engagement latch may be configured to positively retain the payload
against each payload stop when the payload is in the coupling position and
when
each engagement latch is in a/the secured configuration.
The vehicle may include a latch actuator configured to translate each
engagement latch in the lateral direction to transition each engagement latch
between
the engaged configuration and the disengaged configuration.
The latch actuator may be further configured to translate each engagement
latch in a/the transverse direction that is at least substantially
perpendicular to the
alignment plane to transition each engagement latch between the engaged
configuration and a/the secured configuration.
The latch actuator may be configured to sequentially (i) translate each
engagement latch along the lateral direction, and (ii) translate each
engagement latch
along the transverse direction.
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,
The latch actuator may be configured to translate each engagement latch along
the lateral direction and along the transverse direction at least partially
concurrently.
The latch actuator may include at least one latch actuator motor, each latch
actuator motor may be configured to translate the at least one corresponding
engagement latch along at least one of the lateral direction and a/the
transverse
direction.
Each latch actuator motor may be configured to translate a single
corresponding engagement latch of the at least one engagement latch.
The at least one engagement latch may include at least two engagement
io
latches, and each latch actuator motor may be configured to translate each of
a
corresponding plurality of engagement latches of the at least two engagement
latches.
Each latch actuator motor may be configured to translate the at least one
corresponding engagement latch along one of the lateral direction and the
transverse
direction.
Each latch actuator motor may be configured to translate the at least one
corresponding engagement latch along each of the lateral direction and the
transverse
direction.
The payload engagement system may further include an alignment sensor
configured to detect when the payload is in the coupling position, and the
latch
actuator may be configured to transition each engagement latch from the
disengaged
configuration to the engaged configuration responsive to the alignment sensor
detecting the payload in the coupling position.
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The at least one engagement receptor may include a first engagement receptor
and a second engagement receptor; wherein the first engagement receptor and
the
second engagement receptor are positioned in a spaced-apart arrangement on the
payload; wherein the at least one engagement latch includes a first engagement
latch
configured to engage the first engagement receptor and a second engagement
latch
configured to engage the second engagement receptor; and wherein the first
engagement latch and the second engagement latch are spaced apart from each
other such that the first engagement latch engages the first engagement
receptor and
the second engagement latch engages the second engagement receptor when each
engagement latch is in the engaged configuration.
The first engagement latch and the second engagement latch may be
configured to translate toward each other while each engagement latch
transitions
from the disengaged configuration to the engaged configuration.
In another embodiment, there is provided a payload transfer system for
transferring a payload to a vehicle. The payload transfer system includes the
payload
engagement system of any of the paragraphs above, and the vehicle docking
system
of any of the paragraphs above The vehicle of the payload engagement system is
the
vehicle of the vehicle docking system.
The payload transfer system may further include a loader configured to
transfer
the payload to the vehicle.
The docking platform may define a docking platform plane. The docking
platform plane may separate a first side of the docking platform and a second
side of
the docking platform. The vehicle may be positioned at least substantially on
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side of the docking platform when the vehicle is in the docked position. The
loader
may be located within a loading area relative to the docking platform that is
at least
substantially on the second side of the docking platform when the loader
transports
the payload to the vehicle.
The loader may be configured to transport the payload between the loading
area and a payload storage area that is away from the docking platform.
The loader may be configured to traverse a ground surface to transport the
payload between the loading area and the payload storage area.
The loader may include a support surface configured to support the payload.
The support surface may be configured to translate the payload along a
direction that is at least substantially parallel to a/the transverse
direction to transfer
the payload to the vehicle when the vehicle is in the docked position.
At least one of the payload and the support surface may include a low-friction
interface configured to facilitate sliding between the payload and the support
surface.
The low-friction interface may include at least one of a roller, a bearing,
and a
material configured to yield a low coefficient of friction between the payload
and the
support surface.
The payload transfer system may further include at least one automated sensor
configured to automatically detect a state of at least a portion of the
payload transfer
system.
The at least one automated sensor may include the alignment sensor.
The at least one automated sensor may include the position sensor.
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The at least one automated sensor may include a location sensor configured to
determine a location of at least one of the loader, the payload, the vehicle,
and the
docking platform.
The payload transfer system may further include an automated controller
configured to coordinate information transfer between the at least one
automated
sensor and at least one other component of the payload transfer system.
The automated controller may be configured to receive information from the at
least one automated sensor wirelessly.
The automated controller may be configured to receive information from the at
least one automated sensor via a wired connection.
The automated controller may be configured to coordinate information transfer
free of human input.
The automated controller may be configured to direct the latch actuator to
transition each engagement latch from the disengaged configuration to the
engaged
configuration responsive to the alignment sensor detecting the payload in the
coupling
position.
The automated controller may be configured to direct the retainer actuator to
transition each docking receptor unit from the unlocked configuration to the
locked
configuration responsive to the position sensor detecting the vehicle in the
docked
position.
The automated controller may be configured to guide the loader between the
loading area and the payload storage area.
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The automated controller may be configured to guide the loader between the
loading area and the payload storage area responsive to the location sensor
determining a position of the loader.
The vehicle may be at least one of an aircraft, a land-based vehicle, a water
vehicle, a submersible water vehicle, and a space vehicle.
The vehicle may be an unmanned aerial vehicle (UAV).
The UAV may be a remotely piloted UAV.
The UAV may be an autonomously controlled UAV.
The vehicle may be a rotorcraft with at least one rotor.
The at least one rotor may include one of two rotors, three rotors, four
rotors,
and more than four rotors.
Each engagement latch may be positioned on an underside of the vehicle; and
the alignment plane may be at least substantially parallel to an undersurface
of the
vehicle.
The vehicle may include at least one thrust generator configured to propel the
vehicle away from the docking platform.
The vehicle may be a/the rotorcraft with a/the at least one rotor, and each
rotor
of the at least one rotor may be the thrust generator.
The payload may include a payload container configured to selectively contain
an object.
The payload may include a plurality of stacking legs disposed on an underside
of the payload and configured to facilitate stacking the payload on top of an
identical
payload.
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The payload may have a volume that is at least one of at least 10 liters (L),
at
least 50 L, at least 100 L, at least 500 L, at least 1,000 L, at least 5,000
L, at least
10,000 L, at least 50,000 L, at most 100,000 L, at most 70,000 L, at most
20,000 L, at
most 7,000 L, at most 2,000 L, at most 700 L, at most 200 L, at most 70 L, and
at
s most 20 L.
The payload may have a mass that is at least one of at least 1 kilogram (kg),
at
least 5 kg, at least 10 kg, at least 50 kg, at least 100 kg, at least 500 kg,
at least 1,000
kg, at most 1,500 kg, at most 700 kg, at most 200 kg, at most 70 kg, at most
20 kg, at
most 7 kg, and at most 2 kg.
In another embodiment, there is provided a method of utilizing a payload
engagement system to selectively couple a payload to a vehicle. The method
involves positioning the vehicle on a first side of a docking platform,
guiding the
payload toward the vehicle from a second side of the docking platform, which
is
opposite the first side of the docking platform, to position the payload in a
predetermined coupling position relative to the vehicle. The method further
involves
coupling the payload to the vehicle. The vehicle includes at least one
engagement
latch. The payload includes at least one engagement receptor; wherein, when
the
payload is in the coupling position relative to the vehicle, each engagement
receptor is
in alignment with a corresponding engagement latch of the at least one
engagement
latch within an alignment plane. Coupling the payload to the vehicle includes
transitioning each engagement latch from a disengaged configuration, in which
the
engagement latch is removed from each engagement receptor, to an engaged
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configuration, in which each engagement latch engages a corresponding
engagement
receptor of the at least one engagement receptor.
The payload engagement system may be the payload engagement system of
any of the paragraphs above.
Guiding the payload toward the vehicle may include guiding with a loader that
is configured to transfer the payload to the vehicle.
The loader may be the loader of any of the paragraphs above.
The loader may be located in a/the loading area relative to the docking
platform
that is at least substantially on the second side of the docking platform when
the
loader guides the payload toward the vehicle.
The method may involve, prior to the guiding the payload toward the vehicle,
obtaining the payload with the loader.
Obtaining the payload may include obtaining the payload from a/the payload
storage area and carrying the payload from the payload storage area to the
loading
area.
Carrying the payload may include guiding the loader to the loading area with
a/the automated controller.
Guiding the payload may include translating a/the support surface of the
loader
toward the vehicle along a/the transverse direction.
Guiding the payload may include translating the payload to a/the coupling
position relative to the vehicle.
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Transitioning each engagement latch from the disengaged configuration to the
engaged configuration may include translating each engagement latch in a
lateral
direction that is at least substantially parallel to the alignment plane.
Guiding the payload toward the vehicle may include passively guiding the
payload to the coupling position with an alignment guide.
The vehicle may include the alignment guide.
The payload may include a plurality of corners. The alignment guide may
include a plurality of corner units, each corner unit having a ramped portion.
Guiding
the payload toward the vehicle may include the passively guiding the payload
toward
lo the coupling position by engaging each corner of the payload with the
ramped portion
of a corresponding corner unit of the plurality of corner units.
Transitioning each engagement latch from the disengaged configuration to the
engaged configuration may be performed responsive to an alignment sensor
detecting
that the payload is in the coupling position such that each engagement
receptor is in
alignment with the corresponding engagement latch.
The method may further include transitioning each engagement latch to a
secured configuration to secure the payload to the vehicle.
Transitioning each engagement latch to the secured configuration may include
translating each engagement latch in a transverse direction that is at least
substantially perpendicular to the alignment plane.
Transitioning each engagement latch to the secured configuration may be
performed subsequent to the transitioning each engagement latch from the
disengaged configuration to the engaged configuration.
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,
The at least one engagement receptor may include a first engagement receptor
and a second engagement receptor. The first engagement receptor and the second
engagement receptor may be positioned in a spaced-apart arrangement on the
payload. The at least one engagement latch may include a first engagement
latch
configured to engage the first engagement receptor and a second engagement
latch
configured to engage the second engagement receptor. The first engagement
latch
and the second engagement latch may be spaced apart from each other such that
the
first engagement latch engages the first engagement receptor and the second
engagement latch engages the second engagement receptor when each engagement
latch is in the engaged configuration. Transitioning each engagement latch
from the
disengaged configuration to the engaged configuration may include translating
the first
engagement latch and the second engagement latch toward each other.
In another embodiment, there is provided a method of utilizing a vehicle
docking system to selectively retain a vehicle in a docked position relative
to a docking
platform. The method involves bringing the vehicle to the docked position
relative to
the docking platform, and securing the vehicle in the docked position. The
docking
platform includes a plurality of docking receptor units having a geometric
arrangement; wherein the vehicle includes a plurality of docking insert units
having a
geometric arrangement corresponding to the geometric arrangement of the
plurality of
docking receptor units. When the vehicle is in the docked position, each
docking
insert unit of the plurality of docking insert units is received in a
corresponding docking
receptor unit of the plurality of docking receptor units to maintain the
vehicle in the
docked position. Securing the vehicle in the docked position includes
transitioning
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1
each docking receptor unit from an unlocked configuration, in which a
corresponding
docking insert unit of the plurality of docking insert units is free to be
inserted into and
removed from the docking receptor unit, to a locked configuration, in which
the
corresponding docking insert unit is restricted from being removed from the
docking
receptor unit when the vehicle is in the docked position.
The vehicle docking system may be the vehicle docking system of any of the
paragraphs above.
Bringing the vehicle to the docked position may include coarsely aligning each
docking insert unit with the corresponding docking receptor unit and
subsequently
passively guiding the vehicle to the docked position.
Coarsely aligning may include guiding the vehicle toward the docking platform
with a/the automated controller.
Passively guiding may include engaging each docking insert unit with the
corresponding docking receptor unit to bring the vehicle to the docked
position.
Each docking receptor unit may include an insert receiver that is configured
to
receive and guide a corresponding docking insert unit of the plurality of
docking insert
units into alignment with the docking receptor unit while the vehicle
approaches the
docked position. Each insert receiver includes a sloped portion configured to
engage
the corresponding docking insert unit to passively guide the corresponding
docking
insert unit into the docking receptor unit. Passively guiding includes
engaging each
docking insert unit with the sloped portion of the insert receiver of the
corresponding
docking receptor unit.
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Transitioning each docking receptor unit from the unlocked configuration to
the
locked configuration may include rotating at least one insert retainer to
restrict a
corresponding docking insert unit of the plurality of docking insert units
from being
removed from the docking receptor unit.
The method may further include, subsequent to the transitioning each docking
receptor unit from the unlocked configuration to the locked configuration,
launching
the vehicle from the docking platform.
The vehicle may include at least one thrust generator configured to propel the
vehicle. Launching may include (i) generating thrust with each thrust
generator away
1.0 from the docking platform, and (ii) transitioning each docking receptor
unit from the
locked configuration to the unlocked configuration.
Generating thrust may be performed prior to the transitioning each docking
receptor unit from the locked configuration to the unlocked configuration.
Generating thrust may be performed subsequent to the transitioning each
docking receptor unit from the locked configuration to the unlocked
configuration.
Transitioning each docking receptor unit from the locked configuration to the
unlocked configuration may include transitioning each docking receptor unit
from the
locked configuration to the unlocked configuration simultaneously.
In another embodiment, there is provided a payload transfer system for
transferring a payload to a vehicle includes a vehicle that includes at least
one
engagement latch and landing gear having an associated plurality of docking
insert
units in a geometric arrangement, a payload that includes at least one
engagement
receptor, a docking platform configured to selectively maintain the vehicle in
a docked
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,
position relative to the docking platform and including a plurality of docking
receptor
units, a vehicle docking system for selectively retaining the vehicle in the
docked
position relative to the docking platform, and a payload engagement system for
selectively coupling the payload to the vehicle. The vehicle docking system
includes
the plurality of docking insert units and the plurality of docking receptor
units. Each
docking receptor unit is configured to selectively engage a corresponding
docking
insert unit of the plurality of docking insert units to selectively retain the
vehicle in the
docked position relative to the docking platform. The plurality of docking
receptor units
has a geometric arrangement corresponding to the geometric arrangement of the
plurality of docking insert units. When the vehicle is in the docked position,
each
docking insert unit is received in a corresponding docking receptor unit to
maintain the
vehicle in the docked position. Each docking receptor unit is configured to
transition
between an unlocked configuration, in which the corresponding docking insert
unit is
free to be inserted into and removed from the docking receptor unit, and a
locked
configuration, in which the corresponding docking insert unit is restricted
from being
removed from the docking receptor unit when the vehicle is in the docked
position.
The payload engagement system includes the at least one engagement latch and
the
at least one engagement receptor. Each engagement latch is configured to
selectively
engage a corresponding engagement receptor of the at least one engagement
receptor to selectively couple the payload to the vehicle. Each engagement
latch is
configured to be selectively transitioned between an engaged configuration, in
which
each engagement latch engages the corresponding engagement receptor to couple
the payload to the vehicle, and a disengaged configuration, in which each
I CA 3044218 2019-05-23
engagement latch is removed from each engagement receptor. The payload
engagement system is configured to guide the payload to a predetermined
coupling
position relative to the vehicle to establish alignment of each engagement
latch
relative to the corresponding engagement receptor in an alignment plane prior
to each
engagement latch transitioning from the disengaged configuration to the
engaged
configuration. Each engagement latch is configured to translate in a lateral
direction
that is at least substantially parallel to the alignment plane as the
engagement latch
transitions between the engaged configuration and the disengaged
configuration.
The vehicle may be an autonomously controlled unmanned aerial vehicle
(UAV). The landing gear may include the plurality of docking insert units. The
plurality of docking insert units may include four docking insert units
positioned in a
rectangular geometric arrangement. The plurality of docking receptor units may
include four docking receptor units positioned in a rectangular geometric
arrangement.
The at least one engagement receptor may include a first engagement receptor
and a
second engagement receptor. The first engagement receptor and the second
engagement receptor may be positioned in a spaced-apart arrangement on the
payload. The at least one engagement latch may include a first engagement
latch
configured to engage the first engagement receptor and a second engagement
latch
configured to engage the second engagement receptor. The first engagement
latch
and the second engagement latch may be spaced apart from each other such that
the
first engagement latch engages the first engagement receptor and the second
engagement latch engages the second engagement receptor when each engagement
latch is in the engaged configuration.
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BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a schematic side elevation view representing examples of payload
transfer systems according to the present disclosure.
Fig. 2 is a schematic side elevation view representing an example of a payload
transfer system with a vehicle approaching a docking platform to receive a
payload
according to the present disclosure.
Fig. 3 is a schematic side elevation view representing the payload transfer
system of Fig. 2 with the vehicle at a docked position relative to the docking
platform
and with a plurality of docking receptor units in an unlocked configuration
according to
the present disclosure.
Fig. 4 is a schematic side elevation view representing the payload transfer
system of Figs. 2-3 with the plurality of docking receptor units in a locked
configuration according to the present disclosure.
Fig. 5 is a schematic side elevation view representing the payload transfer
system of Figs. 2-4 with a payload in a coupling position relative to the
vehicle and
with a plurality of engagement latches in a disengaged configuration according
to the
present disclosure.
Fig. 6 is a schematic side elevation view representing the payload transfer
system of Figs 2-5 with the payload in the coupling position and with the
plurality of
engagement latches in an engaged configuration according to the present
disclosure.
Fig. 7 is a schematic side elevation view representing the payload transfer
system of Figs. 2-6 with the payload in the coupling position and with the
plurality of
engagement latches in a secured configuration according to the present
disclosure.
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1
Fig. 8 is a schematic side elevation view representing the payload transfer
system of Figs. 2-7 with the vehicle carrying the payload away from the
docking
platform according to the present disclosure.
Fig. 9 is a top plan view representing an example of a payload engaged by an
alignment guide according to the present disclosure.
Fig. 10 is a side elevation view representing the payload and alignment guide
of Fig. 9 according to the present disclosure.
Fig. 11 is a side elevation view representing a pair of engagement latches
transitioning from the disengaged configuration to the engaged configuration
and
further to the secured configuration relative to a pair of engagement
receptors
according to the present disclosure.
Fig. 12 is a top plan view representing a docking platform with four
engagement
receptors according to the present disclosure.
Fig. 13 is a side elevation view representing an example of a payload transfer
system with a vehicle approaching the docking platform of Fig. 12 according to
the
present disclosure.
Fig. 14 is a side elevation view representing the payload transfer system of
Fig.
13 with the vehicle at the docked position relative to the docking platform
and with a
plurality of docking receptor units in the unlocked configuration according to
the
present disclosure.
Fig. 15 is a side elevation view representing the payload transfer system of
Figs. 13-14 with the plurality of docking receptors in the locked
configuration
according to the present disclosure.
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1 CA 3044218 2019-05-23
Fig. 16 is a side elevation view representing the payload transfer system of
Figs. 13-15 with the vehicle carrying the payload away from the docking
platform
according to the present disclosure.
Fig. 17 is a flowchart depicting methods of utilizing a payload engagement
system to selectively couple a payload to a vehicle according to the present
disclosure.
Fig. 18 is a flowchart depicting methods of utilizing a vehicle docking system
to
selectively retain a vehicle in a docked position relative to a docking
platform
according to the present disclosure.
DESCRIPTION
Figs. 1-18 provide illustrative, non-exclusive examples of payload transfer
systems 10 including payload engagement system 100 and/or vehicle docking
system
200, of payloads 50 including portions of payload engagement system 100, of
vehicles
.. 60 including portions of payload engagement systems 100 and/or of vehicle
docking
systems 200, of docking platforms 70 including portions of vehicle docking
system
200, of methods 300 of utilizing payload engagement systems, and/or of methods
400
of utilizing vehicle docking systems, according to the present disclosure.
Elements that
serve a similar, or at least substantially similar, purpose are labeled with
like numbers
in each of Figs. 1-18, and these elements may not be discussed in detail
herein with
reference to each of Figs. 1-18. Similarly, all elements may not be labeled in
each of
Figs. 1-18, but reference numerals associated therewith may be utilized herein
for
consistency. Elements, components, and/or features that are discussed herein
with
24
CA 3044218 2019-05-23
reference to one or more of Figs. 1-18 may be included in and/or utilized with
any of
Figs. 1-18 without departing from the scope of the present disclosure.
Generally, in
the figures, elements that are likely to be included in a given example are
illustrated in
solid lines, while elements that are optional to a given example are
illustrated in
dashed lines. However, elements that are illustrated in solid lines are not
essential to
all examples of the present disclosure, and an element shown in solid lines
may be
omitted from a particular example without departing from the scope of the
present
disclosure.
Fig. 1 is a schematic illustration of examples of payload transfer systems 10,
while Figs. 2-8 are schematic illustrations of an example of payload transfer
system
10. Specifically, and as discussed in more detail herein, Figs. 2-8 depict
examples of
utilizing payload transfer system 10, payload engagement system 100, and/or
vehicle
docking system 200. As schematically illustrated in Figs. 1-8, a payload
transfer
system 10 includes a payload engagement system 100 configured to selectively
couple a payload 50 to a vehicle 60 and a vehicle docking system 200
configured to
selectively retain vehicle 60 in a docked position relative to a docking
platform 70.
While Figs. 1-8 schematically illustrate examples of payload transfer system
10 that
include payload engagement system 100 and vehicle docking system 200, it is
within
the scope of the present disclosure that payload engagement system 100 may be
utilized independent of vehicle docking system 200 and/or payload transfer
system 10
and that vehicle docking system 200 may be utilized independent of payload
engagement system 100 and/or payload transfer system 10. Additionally, any
reference to a component of payload transfer system 10 additionally or
alternatively
CA 3044218 2019-05-23
,
may be understood as referring to a corresponding component of payload
engagement system 100 and/or of vehicle docking system 200. As an example, as
used herein, a reference to vehicle 60 of payload transfer system 10
additionally or
alternatively may be understood as referring to vehicle 60 of payload
engagement
system 100 and/or vehicle 60 of vehicle docking system 200. Stated
differently, as an
example, vehicle 60 may refer to vehicle 60 of payload transfer system 10,
vehicle 60
of payload engagement system 100, and/or vehicle 60 of vehicle docking system
200,
as appropriate. Similarly, as used herein, any reference to payload transfer
system 10
may be understood as referring to any appropriate component of payload
engagement
system 100 and/or of vehicle docking system 200, even in an example that does
not
include each of payload engagement system 100 and vehicle docking system 200.
As schematically illustrated in Figs. 1-8, payload engagement system 100
includes payload 50 and vehicle 60. Vehicle 60 of payload engagement system
100
includes at least one engagement latch 110, and payload 50 includes at least
one
engagement receptor 130, such that each engagement latch 110 is configured to
selectively engage a corresponding engagement receptor 130 to selectively
couple
payload 50 to vehicle 60. More specifically, each engagement latch 110 is
configured
to be selectively transitioned between an engaged configuration (schematically
illustrated in dash-dot lines in Fig. 1), in which engagement latch 110
engages the
corresponding engagement receptor 130 to couple payload 50 to vehicle 60, and
a
disengaged configuration (schematically illustrated in solid lines in Fig. 1),
in which
engagement latch 110 is removed from each engagement receptor 130.
26
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As used herein, each engagement latch 110 may be described as engaging the
corresponding engagement receptor 130, and/or may be described as being in the
engaged configuration, even when engagement latch 110 does not directly
contact the
corresponding engagement receptor 130. That is, payload 50 may be described as
being selectively coupled to vehicle 60 when each engagement latch 110 is in
the
engaged configuration regardless of whether each engagement latch 110 directly
contacts the corresponding engagement receptor 130 at all times while in the
engaged configuration. Stated differently, each engagement latch 110 may be
spaced
apart from the corresponding engagement receptor 130 and/or may not contact
the
corresponding engagement receptor 130 when engagement latch 110 is in the
engaged configuration. Stated another way, payload 50 may be restricted from
being
removed from vehicle 60 when each engagement latch 110 is in the engaged
configuration, even in an example in which each engagement latch 110 is spaced
apart from the corresponding engagement receptor 130 when in the engaged
.. configuration.
Payload 50 may include and/or be any appropriate structure. As an example,
and as schematically illustrated in Figs. 1-8, payload 50 may include a
plurality of
stacking legs 56 disposed on an underside of payload 50 and configured to
facilitate
stacking payload 50 on top of an identical payload 50. Such a stacking
arrangement is
.. schematically illustrated in dashed lines in Fig. 1. Additionally or
alternatively, payload
50 may include and/or be a payload container, such as a reusable payload
container
that is configured to selectively and repeatedly contain a separate object. As
schematically illustrated in Figs. 1-8, payload 50 may be at least
substantially in the
27
CA 3044218 2019-05-23
shape of a rectangular prism. However, this is not required to all examples of
payload
50, and it is additionally within the scope of the present disclosure that
payload 50
may have any appropriate overall shape. Payload transfer systems 10 according
to
the present disclosure may be utilized in conjunction with payloads 50 of any
appropriate size and/or mass. As examples, payload 50 may have a volume that
is at
least 10 liters (L), at least 50 L, at least 100 L, at least 500 L, at least
1,000 L, at least
5,000 L, at least 10,000 L, at least 50,000 L, at most 100,000 L, at most
70,000 L, at
most 20,000 L, at most 7,000 L, at most 2,000 L, at most 700 L, at most 200 L,
at
most 70 L, and/or at most 20 L. Additionally or alternatively, payload 50 may
have a
mass that is at least 1 kilogram (kg), at least 5 kg, at least 10 kg, at least
50 kg, at
least 100 kg, at least 500 kg, at least 1,000 kg, at most 1,500 kg, at most
700 kg, at
most 200 kg, at most 70 kg, at most 20 kg, at most 7 kg, and/or at most 2 kg.
As schematically illustrated in Fig. 1, vehicle 60 may include and/or be an
aircraft. In such an embodiment, and as discussed herein, vehicle 60 may have
landing gear 66, such as may be configured to support vehicle 60 upon docking
platform 70 and/or upon a ground surface. Additionally, and as schematically
illustrated in Fig. 1, landing gear 66 may include at least one shock absorber
67
configured to resiliently contract when vehicle 60 engages docking platform 70
and/or
the ground surface. As further schematically illustrated in Fig. 1, vehicle 60
may
include at least one thrust generator 68 configured to propel vehicle 60 away
from
docking platform 70. As a more specific example, in an embodiment in which
vehicle
60 is an aircraft, each thrust generator 68 may be a rotor and/or a propeller.
While the
specific examples and embodiments discussed herein generally relate to
examples in
28
CA 3044218 2019-05-23
which vehicle 60 is an aircraft, this is not required to all payload transfer
systems 10
according to the present disclosure, and it is additionally within the scope
of the
present disclosure that vehicle 60 may include and/or be any appropriate
vehicle for
carrying a payload, such as a land-based vehicle, a water vehicle, a
submersible
water vehicle, and/or a space vehicle.
In an embodiment of payload transfer system 10 in which vehicle 60 includes
and/or is an aircraft, vehicle 60 may include and/or be any appropriate
aircraft. As
examples, vehicle 60 may include and/or be a rotorcraft, such as a rotorcraft
that
includes two rotors, three rotors, four rotors, or more than four rotors.
Additionally or
lo alternatively, vehicle 60 may include and/or be an unmanned aerial
vehicle (UAV)
and/or a drone. As more specific examples, vehicle 60 may be a remotely
piloted UAV
or may be an autonomously controlled UAV. Utilizing payload engagement system
100 in conjunction with vehicle 60 in the form of a UAV may facilitate
transporting
payload 50, such as a package, with little or no human intervention needed to
couple
payload 50 to vehicle 60 or to uncouple payload 50 from vehicle 60, thereby
increasing a delivery turnaround speed relative to a system in which coupling
payload
50 to vehicle 60 requires human intervention.
As described in more detail herein, and as schematically illustrated in Fig.
1,
payload engagement system 100 includes an alignment guide 140 configured to
guide
payload 50 to a predetermined coupling position relative to vehicle 60 to
establish
alignment of each engagement latch 110 and each corresponding engagement
receptor 130. Specifically, and as schematically illustrated in Fig. 1, when
payload 50
is in the coupling position, each engagement latch 110 is aligned relative to
each
29
CA 3044218 2019-05-23
,
corresponding engagement receptor 130 in an alignment plane 102, and payload
engagement system 100 is configured to establish alignment of each engagement
latch 110 relative to each corresponding engagement receptor 130 in alignment
plane
102 prior to each engagement latch 110 transitioning from the disengaged
configuration to the engaged configuration. As schematically illustrated in
Fig. 1, each
engagement latch 110 is configured to translate in a lateral direction 104
that is at
least substantially parallel to alignment plane 102 as engagement latch 110
transitions
between the engaged configuration and the disengaged configuration. As used
herein,
a reference to each of a plurality of engagement latches 110 moving and/or
translating
in lateral direction 104 does not require that each engagement latch 110 moves
and/or
translates in an identical direction. Stated differently, as used herein,
lateral direction
104 may not refer to a single direction, and instead may refer to any
direction that is at
least substantially parallel to alignment plane 102. Accordingly, in an
example in which
two distinct engagement latches 110 each are translating in a direction
parallel to
alignment plane 102 and are translating toward one another, each engagement
latch
110 still may be described as translating in lateral direction 104.
As schematically illustrated in Fig. 1, each engagement latch 110 may be
positioned on an underside 62 of vehicle 60, such that alignment plane 102 is
at least
substantially parallel to an undersurface 64 of vehicle 60. However, this is
not required
to all examples of payload engagement system 100, and it is additionally
within the
scope of the present disclosure that each engagement latch 110 and/or
alignment
plane 102 may have any appropriate spatial relationship to vehicle 60 and/or
components thereof.
I CA 3044218 2019-05-23
As used herein, positional terms such as "above," "below," "under,"
"underside,"
and the like may be used to describe spatial relationships between components
of
payload transfer systems 10, of payload engagement systems 100, and/or of
vehicle
docking systems 200 in an illustrative, non-limiting manner, and generally
refer to a
configuration in which landing gear 66 of vehicle 60 faces a ground surface
and/or in
which alignment plane 102 is parallel to a ground surface. Such terms are
provided as
context only and do not limit component parts of payload transfer systems 10,
of
payload engagement systems 100, and/or of vehicle docking systems 200 to
always
be in a specific orientation relative to ground.
Each engagement receptor 130 may be fixedly mounted to payload 50, and
each engagement latch 110 may be configured to translate with respect to the
corresponding engagement receptor 130 as engagement latch 110 transitions
between the engaged configuration and the disengaged configuration. While the
examples discussed herein describe examples of payload engagement system 100
in
which payload 50 includes each engagement receptor 130 and vehicle 60 includes
each engagement latch 110, this is not required to all examples of payload
engagement system 100, and it is additionally within the scope of the present
disclosure that payload 50 may include each engagement latch 110 and vehicle
60
may include each engagement receptor 130.
Payload engagement system 100 may include any appropriate number of
engagement latches 110 and/or of engagement receptors 130. As examples, the at
least one engagement latch 110 may include one engagement latch 110, two
engagement latches 110, three engagement latches 110, four engagement latches
31
CA 3044218 2019-05-23
,
110, or more than four engagement latches 110. Similarly, the at least one
engagement receptor 130 may include one engagement receptor 130, two
engagement receptors 130, three engagement receptors 130, four engagement
receptors 130, or more than four engagement receptors 130.
As a more specific example, and as schematically illustrated in Fig. 1,
payload
engagement system 100 may include a first engagement receptor 132 and a second
engagement receptor 134 such that first engagement receptor 132 and second
engagement receptor 134 are positioned in a spaced-apart arrangement on
payload
50. In such an example, payload engagement system 100 further may include a
first
engagement latch 112 configured to engage first engagement receptor 132 and a
second engagement latch 114 configured to engage second engagement receptor
134. In such an example, and as schematically illustrated in Fig. 1, first
engagement
latch 112 and second engagement latch 114 may be spaced apart from each other
such that first engagement latch 112 engages first engagement receptor 132 and
second engagement latch 114 engages second engagement receptor 134 when each
engagement latch 110 is in the engaged configuration. As further schematically
illustrated in Fig. 1, first engagement latch 112 and second engagement latch
114
may be configured to translate toward each other while each engagement latch
110
transitions from the disengaged configuration to the engaged configuration.
As illustrated in Figs. 1-8 and 11, the number of engagement latches 110 may
equal the number of engagement receptors 130. However, this is not required to
all
examples of payload engagement system 100, and it is additionally within the
scope
32
I CA 3044218 2019-05-23
of the present disclosure that the number of engagement latches 110 may be
greater
than or less than the number of engagement receptors 130.
Each engagement receptor 130 may be configured to receive the
corresponding engagement latch 110 in any appropriate manner. For example, and
as
schematically illustrated in Figs. 1-8, each engagement receptor 130 may
include a
latch receiver 136 such that each engagement latch 110 is at least partially
received
within latch receiver 136 of the corresponding engagement receptor 130 when
engagement latch 110 is in the engaged configuration.
While Figs. 1-8 generally depict each engagement latch 110 as being
1.0 substantially enclosed within each corresponding engagement receptor 130
when
each engagement latch 110 is in the engaged configuration, this is not
required to all
examples of payload engagement system 100, and it is additionally within the
scope
of the present disclosure that each engagement latch 110 and/or each
engagement
receptor 130 may have any appropriate respective shapes. As an example, while
Figs. 1-8 generally schematically illustrate each engagement latch 110 as
being
generally "L"-shaped and each engagement receptor 130 as being generally "U"-
shaped, it is additionally within the scope of the present disclosure that
each
engagement latch 110 may be generally "U"-shaped and/or that each engagement
receptor 130 may be generally "L"-shaped. Stated differently, as used herein,
the term
"latch" generally describes a structure (such as engagement latch 110) that
translates
with respect to a substantially stationary receptor unit (such as engagement
receptor
unit 130) to selectively engage the receptor unit.
33
CA 3044218 2019-05-23
As schematically illustrated in Fig. 1, payload engagement system 100 further
may be configured to transition each engagement latch 110 between the engaged
configuration and a secured configuration (illustrated in dash-dot-dot lines
in Fig. 1)
when engagement latch 110 is engaged with the corresponding engagement
receptor
.. 130. Specifically, each engagement latch 110 may be configured to translate
in a
transverse direction 106 that is at least substantially perpendicular to
alignment plane
102 as engagement latch 110 is transitioned between the engaged configuration
and
the secured configuration. Payload 50 may be restricted from moving relative
to
vehicle 60 when vehicle 60 carries payload 50 and when each engagement latch
110
1.0 is in the secured configuration. For example, and as discussed herein,
payload 50
may be positively retained against a portion of vehicle 60 and/or payload
engagement
system 100 by each engagement latch 110 when each engagement latch 110 is in
the
secured configuration.
Each engagement latch 110 may be configured to transition between the
.. disengaged configuration, the engaged configuration, and the secured
configuration in
any appropriate manner. As an example, and as schematically illustrated in
Figs. 1-8,
payload engagement system 100 and/or vehicle 60 may include a latch actuator
120
configured to translate each engagement latch 110 in lateral direction 104 to
translate
each engagement latch 110 between the engaged configuration and the disengaged
configuration. Latch actuator 120 further may be configured to translate each
engagement latch 110 in transverse direction 106 to transition each engagement
latch
110 between the engaged configuration and the secured configuration. In such
an
embodiment, latch actuator 120 may be configured to sequentially (1) translate
each
34
CA 3044218 2019-05-23
engagement latch 110 along lateral direction 104 and (2) translate each
engagement
latch 110 along transverse direction 106. Stated differently, latch actuator
120 may be
configured to translate each engagement latch 110 from the disengaged
configuration
to the engaged configuration and from the engaged configuration to the secured
.. configuration in separate sequential steps. Alternatively, latch actuator
120 may be
configured to translate each engagement latch 110 along lateral direction 104
and
transverse direction 106 at least partially concurrently.
Latch actuator 120 may be configured to translate each engagement latch 110
in any appropriate manner. As an example, and as schematically illustrated in
Figs. 1-
8, latch actuator 120 may include at least one latch actuator motor 122 such
that each
latch actuator motor 122 is configured to translate at least one corresponding
engagement latch 110 along lateral direction 104 and/or along transverse
direction
106. As a more specific example, each latch actuator motor 122 may be
configured to
translate a single corresponding engagement latch 110. Alternatively, each
latch
actuator motor 122 may be configured to translate each of a corresponding
plurality of
engagement latches 110. Additionally or alternatively, each latch actuator
motor 122
may be configured to translate each corresponding engagement latch 110 along
either
lateral direction 104 or transverse direction 106. Alternatively, each latch
actuator
motor 122 may be configured to translate each corresponding engagement latch
110
.. along each of lateral direction 104 and transverse direction 106.
Latch actuator 120 and/or latch actuator motor 122 may be configured to
operate in any appropriate manner. As an example, and as schematically
illustrated in
Fig. 1, payload engagement system 100 additionally may include an alignment
sensor
CA 3044218 2019-05-23
32 configured to detect when payload 50 is in the coupling position. In such
an
example, latch actuator 120 may be configured to transition each engagement
latch
110 from the disengaged configuration to the engaged configuration responsive
to
alignment sensor 32 detecting payload 50 in the coupling position. However,
this is
not required to all examples of payload engagement system 100, and it is
additionally
within the scope of the present disclosure that latch actuator 120 and/or
latch actuator
motor 122 may be operated manually and/or responsive to a user input.
As discussed, payload engagement system 100 generally is configured to
guide payload 50 to the coupling position prior to transitioning each
engagement latch
-- 110 from the disengaged configuration to the engaged configuration. As an
example,
and as schematically illustrated in Figs. 1-8, alignment guide 140 of payload
engagement system 100 may be disposed on a lower side of vehicle 60 and may be
configured to guide and establish alignment of payload 50 and vehicle 60 to
establish
alignment of each engagement latch 110 relative to each corresponding
engagement
-- receptor 130. Stated differently, alignment guide 140 may be configured to
guide
payload 50 to the coupling position relative to vehicle 60.
Alignment guide 140 may have any appropriate structure for guiding payload
50 to the coupling position. For example, and as discussed in more detail
herein in the
context of Figs. 9-10, alignment guide 140 may include a ramped portion 146
-- configured to engage at least a portion of payload 50 to passively guide
payload 50 to
the coupling position when each engagement receptor 130 approaches the
corresponding engagement latch 110 along transverse direction 106. Ramped
portion
146 may include and/or be a surface that is angled with respect to lateral
direction 104
36
CA 3044218 2019-05-23
and/or transverse direction 106. In this manner, ramped portion 146 may urge
payload
50 in a direction at least substantially parallel to alignment plane 102
and/or lateral
direction 104 when payload 50 is driven toward ramped portion 146 along
transverse
direction 106 and/or when each engagement receptor 130 approaches the
corresponding engagement latch 110 along transverse direction 106.
Alignment guide 140 and/or ramped portion 146 may engage payload 50 in any
appropriate manner. For example, and as schematically illustrated in Fig. 1,
payload
50 may include a plurality of corners 52, and alignment guide 140 may include
a
plurality of corner units 142 such that each corner unit 142 is configured to
receive a
io corresponding corner 52 as payload 50 approaches the coupling position.
In such an
embodiment, at least one corner unit 142 may include ramped portion 146.
Additionally or alternatively, and as further schematically illustrated in
Fig. 1, payload
50 may include a plurality of edges 54, and alignment guide 140 may include a
plurality of alignment rails 144, each alignment rail configured to engage a
is corresponding edge 54 of payload 50 as payload 50 approaches the
coupling position.
In such an embodiment, at least one alignment rail 144 may include ramped
portion
146. In an embodiment of payload engagement system 100 in which alignment
guide
140 includes a plurality of corner units 142 and a plurality of alignment
rails 144, each
alignment rail 144 may extend between a corresponding pair of corner units
142.
20 Additionally or alternatively, and as further schematically illustrated
in Fig. 1, alignment
guide 140 may include at least one payload stop 148 configured to engage
payload 50
when payload 50 is in the coupling position, such as to limit an extent to
which
payload 50 may be translated toward vehicle 60 along transverse direction 106.
In
37
CA 3044218 2019-05-23
such an embodiment, each engagement latch 110 may be configured to positively
retain payload 50 against each payload stop 148 when payload 50 is in the
coupling
position and when each engagement latch 110 is in the secured configuration.
Figs. 1-8 additionally schematically illustrate components and/or operation of
vehicle docking system 200 of payload transfer system 10. As schematically
illustrated
in Figs. 1-8, vehicle docking system 200 includes vehicle 60 that includes
landing
gear 66 and docking platform 70. Landing gear 66 includes and/or is otherwise
associated with a plurality of docking insert units 210 in a geometric
arrangement, and
docking platform 70 includes a plurality of docking receptor units 220, such
that each
docking receptor unit 220 is configured to selectively engage a corresponding
docking
insert unit 210 to selectively retain vehicle 60 in a docked position relative
to docking
platform 70. More specifically, the plurality of docking receptor units 220
has a
geometric arrangement corresponding to the geometric arrangement of the
plurality of
docking insert units 210, such that each docking insert unit 210 is received
in a
corresponding docking receptor unit 220 to maintain vehicle 60 in the docked
position.
As discussed in more detail herein, each docking receptor unit 220 is
configured to
transition between an unlocked configuration (illustrated in dash-dot lines in
Fig. 1)
and a locked configuration (illustrated in solid lines in Fig. 1).
Specifically, when each
docking receptor unit 220 is in the unlocked configuration, the corresponding
docking
insert unit 210 is free to be inserted into and removed from docking receptor
unit 220.
Conversely, when vehicle 60 is in the docked position and when each docking
receptor unit 220 is in the locked configuration, the corresponding docking
insert unit
210 is restricted from being removed from docking receptor unit 220.
38
1 CA 3044218 2019-05-23
While the examples discussed herein describe examples of vehicle docking
system 200 in which vehicle 60 includes each docking insert unit 210 and
docking
platform 70 includes each docking receptor unit 220, this is not required to
all
examples of vehicle docking system 200, and it is additionally within the
scope of the
present disclosure that vehicle 60 may include each docking receptor unit 220
and
docking platform 70 may include each docking insert unit 210.
Each docking receptor unit 220 may be configured to transition between the
locked configuration and the unlocked configuration in any appropriate manner.
For
example, and as schematically illustrated in Figs. 1-8, vehicle docking system
200
may include at least one insert retainer 230 associated with a corresponding
docking
receptor unit 220 and configured to selectively restrict a corresponding
docking insert
unit 210 from being removed from the corresponding docking receptor unit 220
when
vehicle 60 is in the docked position and when docking receptor unit 220 is in
the
locked configuration. More specifically, each insert retainer 230 may be
configured to
mechanically restrict the corresponding docking insert unit 210 from being
removed
from docking receptor unit 220.
Vehicle docking system 200 may include any appropriate number of docking
insert units 210 and/or of docking receptor units 220. As examples, the
plurality of
docking insert units 210 may include two docking insert units 210, three
docking insert
units 210, four docking insert units 210, or more than four docking insert
units 210.
Similarly, the plurality of docking receptor units 220 may include two docking
receptor
units 220, three docking receptor units 220, four docking receptor units 220,
or more
than four docking receptor units 220. As illustrated in Figs. 1-8 and 12-16,
the
39
CA 3044218 2019-05-23
number of docking insert units 210 may equal the number of docking receptor
units
220. However, this is not required to all examples of vehicle docking system
200, and
it is additionally within the scope of the present disclosure that the number
of docking
insert units 210 may be greater than or less than the number of docking
receptor units
.. 220.
Each docking receptor unit 220 may have any appropriate structure for
receiving and/or retaining the corresponding docking insert unit 210. For
example, and
as schematically illustrated in Figs. 1-3, each docking receptor unit 220 may
include a
receptor opening 222 such that docking receptor unit 220 is configured to
receive the
corresponding docking insert unit 210 via receptor opening 222. In such a
configuration, insert retainer 230 may at least substantially cover receptor
opening
222 when docking receptor unit 220 is in the locked configuration. Such
operation is
schematically illustrated in Fig. 1, in which each insert retainer 230 covers
the
corresponding receptor opening 222 when the corresponding docking receptor
unit
220 is in the locked configuration (solid lines) and is spaced apart from the
corresponding receptor opening 222 when the corresponding docking receptor
unit
220 is in the unlocked configuration (dash-dot lines). Such operation is
further
illustrated in Figs. 2-8, of which Figs. 2-3 and 8 illustrate each docking
receptor unit
220 in the unlocked configuration, while Figs. 4-7 illustrates each docking
receptor
unit 220 in the locked configuration.
As additionally schematically illustrated in Figs. 1-2, each docking receptor
unit
220 may include an insert receiver 224 configured to receive and guide a
corresponding docking insert unit 210 into alignment with docking receptor
unit 220
CA 3044218 2019-05-23
1
while vehicle 60 approaches the docked position. More specifically, insert
receiver 224
may receive the corresponding docking insert unit 210 such that the
corresponding
docking insert unit 210 is at least substantially, and optionally fully,
enclosed by insert
receiver 224 of the corresponding docking receptor unit 220 when vehicle 60 is
in the
docked position. Insert receiver 224 may have any appropriate shape and/or
structure
for receiving and guiding the corresponding docking insert unit 210. As
examples,
each docking receptor unit 220 and/or insert receiver 224 thereof may be at
least
substantially conical, optionally fully conical, and optionally frusto-
conical. Similarly,
each docking insert unit 210 may be at least substantially conical, optionally
fully
1.0 conical, and optionally frusto-conical. Additionally or alternatively, and
as
schematically illustrated in Figs. 1-2, insert receiver 224 may include a
sloped portion
226 configured to engage the corresponding docking insert unit 210 to
passively guide
docking insert unit 210 into docking receptor unit 220. Stated differently,
insert
receiver 224 and/or sloped portion 226 thereof may be configured to engage the
corresponding docking insert unit 210 in such a manner that docking insert 210
is
urged toward a center of receptor insert receiver 224 and such that vehicle 60
is urged
toward the docked position. However, this is not required to all examples of
vehicle
docking system 200, and it is additionally within the scope of the present
disclosure
that each docking insert unit 210 may be guided into alignment with the
corresponding
docking receptor unit 220 in any appropriate manner. As examples, each docking
insert unit 210 may be guided into alignment with the corresponding docking
receptor
unit 220 at least partially via active control and/or via a magnetic force. In
an
embodiment in which each of docking insert unit 210 and insert receiver 224 is
at least
41
1 CA 3044218 2019-05-23
substantially conical, docking insert unit 210 also may be referred to as a
docking
probe, and/or docking insert receiver 224 also may be referred to as a docking
drogue.
Each docking receptor unit 220 may be configured to transition between the
unlocked configuration and the locked configuration in any appropriate manner.
As an
example, and as schematically illustrated in Figs. 1-8, vehicle docking system
200
and/or docking receptor unit 220 may include a retainer actuator 232
configured to
transition at least one docking receptor unit 220 between the unlocked
configuration
and the locked configuration. As a more specific example, each insert retainer
230
may be hingedly coupled to the corresponding docking receptor unit 220, and
retainer
actuator 232 may be configured to pivot each insert retainer 230 relative to
the
corresponding docking receptor unit 220 to transition the corresponding
docking
receptor unit 220 between the unlocked configuration and the locked
configuration.
Vehicle docking system 200, insert retainer 230, and/or retainer actuator 232
may be configured to transition each docking receptor unit 220 between the
unlocked
configuration and the locked configuration in any appropriate manner. As an
example,
and as schematically illustrated in Figs. 1-8, retainer actuator 232 may
include at least
one retainer actuator motor 234 such that each retainer actuator motor 234 is
configured to actuate at least one corresponding insert retainer 230 to
transition at
least one corresponding docking receptor unit 220 between the unlocked
configuration
and the locked configuration. In such an example, each retainer actuator motor
234
may be configured to actuate a single corresponding insert retainer 230, or
may be
configured to actuate each of a corresponding plurality of insert retainers
230.
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Retainer actuator 232 and/or retainer actuator motor 234 may be configured to
operate in any appropriate manner. As an example, and as schematically
illustrated in
Fig. 1, vehicle docking system 200 additionally may include a position sensor
34
configured to detect when vehicle 60 is in the docked position. In such an
example,
retainer actuator 232 may be configured to pivot and/or otherwise actuate each
insert
retainer 230 responsive to position sensor 34 detecting vehicle 60 in the
docked
position. However, this is not required to all examples of vehicle docking
system 200,
and it is additionally within the scope of the present disclosure that
retainer actuator
232 and/or retainer actuator motor 234 may be operated manually and/or
responsive
to a user input.
While the foregoing discussion provides a broad overview of operative
components of payload engagement systems 100 and/or vehicle docking systems
200
of payload transfer systems 10 according to the present disclosure, it is
additionally
within the scope of the present disclosure that payload transfer system 10
include
and/or utilize any appropriate additional components to facilitate the
operation of
payload engagement system 100 and/or of vehicle docking system 200. As an
example, and as schematically illustrated in Figs. 1-8, payload transfer
system 10
additionally may include a loader 20 configured to transfer payload 50 to
vehicle 60.
Loader 20 may have any appropriate positional relationship with respect to
vehicle 60
when loader 20 transfers payload 50 to vehicle 60. As an example, and as
schematically illustrated in Fig. 1, docking platform 70 may define a docking
platform
plane 72 that separates a first side 74 and a second side 76 of docking
platform 70. In
such an embodiment, vehicle 60 may be positioned at least substantially on
first side
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74 of docking platform 70 when vehicle 60 is in the docked position, and
loader 20
may be located within a loading area 12 relative to docking platform 70 that
is at least
substantially on second side 76 of docking platform 70 when loader 20
transports
payload 50 to vehicle 60.
Docking platform plane 72 may be described as extending horizontally. As
used herein, positional alignment terms such as "horizontal," "vertical," and
the like
may be used to describe spatial relationships between components of payload
transfer systems 10, of payload engagement systems 100, and/or of vehicle
docking
systems 200 in an illustrative, non-limiting manner, and generally refer to a
configuration in which landing gear 66 of vehicle 60 faces a ground surface
and/or in
which docking platform plane 72 is parallel to a ground surface. As an
example,
docking platform plane 72 may be described as extending in a horizontal
direction.
Such terms are provided as context only and do not limit component parts of
payload
transfer systems 10, of payload engagement systems 100, and/or of vehicle
docking
-- systems 200 to always be in a specific orientation relative to ground.
Loader 20 additionally may be configured to transport payload 50 to and away
from loading area 12. For example, and as schematically illustrated in Fig. 1,
loader
may be configured to transport payload 50 between loading area 12 and a
payload
storage area 14 that is away from docking platform 70. In such an example,
loader 20
20 may be configured to traverse a ground surface to transport payload 50
between
loading area 12 and payload storage area 14.
Loader 20 may be configured to support and/or translate payload 50 in any
appropriate manner. As an example, and as schematically illustrated in Figs. 1-
8,
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loader 20 may include a support surface 22 configured to support payload 50.
In such
an example, support surface 22 may be configured to translate payload 50 along
a
direction at least substantially parallel to transverse direction 106 to
transfer payload
50 to vehicle 60. Additionally or alternatively, support surface 22 may be
configured to
facilitate payload 50 translating with respect to support surface 22 (such as
in a
direction parallel to support surface 22) while being supported by support
surface 22.
Such a configuration may facilitate payload 50 being guided to the coupling
position
by alignment guide 140 while loader 20 translates payload 50 toward vehicle
60. As a
more specific example, and as schematically illustrated in Fig. 1, support
surface 22
and/or payload 50 may include a low-friction interface 24 configured to
facilitate sliding
between payload 50 and support surface 22. As more specific examples, low-
friction
interface 24 may include a roller, a bearing, and/or a material configured to
yield a low
coefficient of friction between payload 50 and support surface 22.
Payload transfer system 10 additionally may include one or more components
configured to at least partially automate operation of payload engagement
system 100
and/or of vehicle docking system 200. As an example, and as schematically
illustrated
in Fig. 1, payload transfer system 10 may include at least one automated
sensor 30
configured to automatically detect a state of at least a portion of payload
transfer
system 10. As more specific examples, automated sensor(s) 30 may include
and/or be
alignment sensor 32 for detecting payload 50 in the coupling position and/or
position
sensor 34 for detecting vehicle 60 in the docked position, as discussed
herein.
Additionally or alternatively, automated sensor(s) 30 may include and/or be a
location
CA 3044218 2019-05-23
,
sensor 36 configured to determine a location of loader 20, payload 50, vehicle
60,
and/or docking platform 70.
As further schematically illustrated in Fig. 1, payload transfer system 10
additionally may include an automated controller 40 configured to coordinate
information transfer between at least one automated sensor 30 and at least one
other
component of payload transfer system 10. As an example, automated controller
40
may be configured to direct latch actuator 120 to transition each engagement
latch
110 of payload engagement system 100 from the disengaged configuration to the
engaged configuration responsive to alignment sensor 32 detecting payload 50
in the
coupling position. As another example, automated controller 40 may be
configured to
direct retainer actuator 232 to transition each docking receptor unit 220 from
the
unlocked configuration to the locked configuration responsive to position
sensor 34
detecting vehicle 60 in the docked position. As yet another example, automated
controller 40 may be configured to guide loader 20 between loading area 12 and
payload storage area 14, such as responsive to location sensor 36 determining
a
position of loader 20. Automated controller 40 may be configured to coordinate
information transfer in any appropriate manner. For example, automated
controller 40
may be configured to receive information from automated sensor(s) 30
wirelessly
and/or via a wired connection. Additionally or alternatively, automated
controller 40
may be configured to coordinate information transfer free of human input.
Automated sensor(s) 30 and/or automated controller 40 may include and/or be
any suitable device or devices that are configured to perform the functions of
automated sensor(s) 30 and/or automated controller 40 discussed herein. For
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example, automated controller 40 may include one or more of an electronic
controller,
a dedicated controller, a special-purpose controller, a personal computer, a
special-
purpose computer, a display device, a logic device, a memory device, and/or a
memory device having non-transitory computer readable media suitable for
storing
computer-executable instructions for implementing aspects of systems and/or
methods according to the present disclosure.
Turning now to Figs. 2-8 more specifically, Figs. 2-8 schematically illustrate
an
example of utilizing payload engagement system 100 and vehicle docking system
200
of payload transfer system 10 to bring vehicle 60 to the docked position with
respect
to docking platform 70, selectively couple payload 50 to vehicle 60, and
launch vehicle
60 from docking platform 70. Specifically, Figs. 2-8 illustrate an example of
payload
transfer system 10 in which payload 50 includes a pair of engagement receptors
130
and in which vehicle 60 is a UAV that includes a corresponding pair of
engagement
latches 110. Vehicle 60 of Figs. 2-8 additionally includes four docking insert
units 210
(two of which are visible in the view of Figs. 2-8), and docking platform 70
of Figs. 2-8
includes four corresponding docking receptor units 220 (two of which are
visible in the
view of Figs. 2-8). Vehicle docking system 200 of Figs. 2-8 additionally
includes two
insert retainers 230 associated with each docking receptor unit 220.
Fig. 2 schematically illustrates a state of payload transfer system 10 in
which
vehicle 60 approaches docking platform 70 from above. In Fig. 2, each
engagement
latch 110 is in the disengaged configuration and each docking receptor unit
220 is in
the unlocked configuration. Fig. 3 schematically illustrates a state of
payload transfer
system 10 subsequent to that of Fig. 2 in which vehicle 60 has reached the
docked
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1 CA 3044218 2019-05-23
position such that each docking insert unit 210 is enclosed within insert
receiver 224
of the corresponding docking receptor unit 220. Fig. 4 schematically
illustrates a state
of payload transfer system 10 subsequent to that of Fig. 3 in which each
insert
retainer 230 has been pivoted with respect to the corresponding docking
receptor unit
220 to mechanically restrict each docking insert unit 210 from being removed
from the
corresponding docking receptor unit 220, thereby transitioning each docking
receptor
unit 220 to the locked configuration. Fig. 5 schematically illustrates a state
of payload
transfer system 10 subsequent to that of Fig. 4 in which loader 20 has
translated
payload 50 toward vehicle 60 such that payload 50 is in the coupling position.
More
specifically, Fig. 5 schematically illustrates each corner 52 and each edge 54
of
payload 50 being engaged by a corresponding alignment guide 140 of payload
engagement system 100 to guide payload 50 to the coupling position. Fig. 5
further
schematically illustrates each engagement latch 110 in alignment with each
corresponding engagement receptor 130 such that each engagement latch 110 may
translate along lateral direction 104 to enter latch receiver 136 of the
corresponding
engagement receptor 130. Fig. 6 schematically illustrates a state of payload
transfer
system 10 subsequent to that of Fig. 5 in which each engagement latch 110 has
transitioned from the disengaged configuration to the engaged configuration,
such that
each engagement latch 110 may further translate along transverse direction
106. Fig.
7 schematically illustrates a state of payload transfer system 10 subsequent
to that of
Fig. 6 in which each engagement latch 110 has translated along transverse
direction
106 to transition from the engaged configuration to the secured configuration,
thus
securing payload 50 to vehicle 60. Finally, Fig. 8 schematically illustrates a
state of
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payload transfer system 10 subsequent to that of Fig. 7 in which each docking
receptor unit 220 has transitioned from the locked configuration to the
unlocked
configuration and vehicle 60 has launched from docking platform 70 while
carrying
payload 50.
Turning now to Figs. 9-11, Figs. 9-11 are less schematic illustrations of
portions of an example of payload engagement system 100. More specifically,
Figs.
9-11 illustrate portions of an example of payload engagement system 100 in
which
payload 50 includes a pair of engagement receptors 130 and in which vehicle 60
includes a corresponding pair of engagement latches 110 (illustrated in Fig.
11).
Figs. 9-10 specifically illustrate payload 50 engaged by alignment guide 140
of
payload engagement system 100. In the example of Figs. 9-10, alignment guide
140
includes four corner units 142, each configured to receive a corresponding
corner 52
of payload 50, as well as a pair of alignment rails 144, each configured to
engage a
corresponding edge 54 of payload 50. As illustrated in Figs. 9-10, each corner
unit
142 includes ramped portion 146 as well as payload stop 148. Fig. 11
illustrates
payload engagement system 100 of Figs. 9-10 as each engagement latch 110
engages the corresponding engagement receptor 130. Specifically, Fig. 11
illustrates
each engagement latch 110 translating along lateral direction 104 to
transition from
the disengaged configuration (illustrated in dash-dot lines) to the engaged
configuration (illustrated in dash-dot-dot lines) and subsequently translating
along
transverse direction 106 to transition from the engaged configuration to the
secured
configuration (illustrated in solid lines). In the example of Fig. 11, each
engagement
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CA 3044218 2019-05-23
latch 110 is translated by a corresponding latch actuator 120 that includes a
corresponding latch actuator motor 122.
Figs. 12-16 illustrate portions of an example of vehicle docking system 200.
Specifically, and as best illustrated in Fig. 12, Figs. 12-16 illustrate an
example of
vehicle docking system 200 in which docking platform 70 includes four docking
receptor units 220, each docking receptor unit 220 configured to receive a
corresponding docking insert unit 210 (two of which are visible in the views
of Figs.
13-16). As further illustrated in Figs. 12-16, the example of vehicle docking
system
200 of Figs. 12-16 includes two insert retainers 230 corresponding to each
docking
1.0 receptor unit 220. Each insert retainer 230 is pivoted by retainer
actuator 232 with
retainer actuator motor 234 to transition each corresponding docking receptor
unit 220
between the unlocked configuration (illustrated in Figs. 12-14 and 16) and the
locked
configuration (illustrated in Fig. 15). Figs. 13-16 collectively illustrate a
sequence of
utilizing the example of vehicle docking system 200 of Figs. 12-16.
Specifically, Fig.
13 illustrates vehicle 60 approaching docking platform 70, while Fig. 14
illustrates
vehicle 60 in the docked position with respect to docking platform 70 and with
each
docking receptor unit 220 in the unlocked configuration. Fig. 15 illustrates
vehicle 60 in
the docked position with each docking receptor unit 220 in the locked
configuration
subsequent to operatively coupling payload 50 to vehicle 60, while Fig. 16
illustrates
vehicle 60 launching from docking platform 70 while carrying payload 50,
subsequent
to each docking receptor unit 220 transitioning to the unlocked configuration
to release
each docking insert unit 210.
CA 3044218 2019-05-23
Fig. 17 is a flowchart depicting methods 300, according to the present
disclosure, of utilizing a payload engagement system (such as payload
engagement
system 100) to selectively couple a payload to a vehicle. As shown in Fig. 17,
a
method 300 includes positioning, at 320, a vehicle (such as vehicle 60) on a
first side
of a docking platform (such as first side 74 of docking platform 70); guiding,
at 330, a
payload (such as payload 50) toward the vehicle; and coupling, at 340, the
payload to
the vehicle.
The guiding at 330 includes guiding the payload toward the vehicle from a
second side of the docking platform (such as second side 76 of docking
platform 70),
.. which is opposite the first side of the docking platform, to position the
payload in a
predetermined coupling position relative to the vehicle. The guiding at 330
may be
performed in any appropriate manner. For example, the guiding at 330 may
include
guiding the payload toward the vehicle with a loader (such as loader 20) that
is
configured to transfer the payload to the vehicle. In such an example, the
loader may
be located in a loading area (such as loading area 12) relative to the docking
platform
that is at least substantially on the second side of the docking platform when
the
loader guides the payload toward the vehicle. Additionally or alternatively,
in such an
example, the guiding at 330 may include translating a support surface (such as
support surface 22) of the loader toward the vehicle along a transverse
direction (such
as transverse direction 106).
The guiding at 330 additionally may include guiding to align the payload and
the vehicle, such as to position the payload at the coupling position. For
example, the
guiding at 330 may include passively guiding the payload to the coupling
position with
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CA 3044218 2019-05-23
an alignment guide (such as alignment guide 140), such as may be included by
the
vehicle. In such an example, the payload may include a plurality of corners
(such as
corners 52), and the alignment guide may include a plurality of corner units
(such as
corner units 142), each corner unit having a ramped portion (such as ramped
portion
146). In such an example, the guiding at 330 may include passively guiding the
payload toward the coupling position by engaging each corner of the payload
with the
ramped portion of a corresponding corner unit.
The vehicle of methods 300 includes at least one engagement latch (such as
engagement latch 110) and the payload of methods 300 includes at least one
engagement receptor (such as engagement receptor 130) such that the coupling
at
340 includes engaging each engagement receptor with a corresponding engagement
latch. Specifically, when the payload is in the coupling position relative to
the vehicle,
each engagement receptor is in alignment with the corresponding engagement
latch
within an alignment plane (such as alignment plane 102), and the coupling at
340
includes transitioning, at 342, each engagement latch from a disengaged
configuration
to an engaged configuration. More specifically, each engagement latch is
removed
from each engagement receptor when the engagement latch is in the disengaged
configuration, and each engagement latch engages a corresponding engagement
receptor when the engagement latch is in the engaged configuration.
The transitioning at 342 may be performed in any appropriate manner. For
example, the transitioning at 342 may include translating each engagement
latch in a
lateral direction (such as lateral direction 104) that is at least
substantially parallel to
the alignment plane. As a more specific example, the at least one engagement
52
CA 3044218 2019-05-23
,
receptor may include a first engagement receptor (such as first engagement
receptor
132) and a second engagement receptor (such as second engagement receptor 134)
that are positioned in a spaced-apart arrangement on the payload. In such an
example, the at least one engagement latch may include a first engagement
latch
(such as first engagement latch 112) configured to engage the first engagement
receptor and a second engagement latch (such as second engagement latch 114)
configured to engage the second engagement receptor. The first engagement
latch
and the second engagement latch may be spaced apart from each other such that
the
first engagement latch engages the first engagement receptor and the second
engagement latch engages the second engagement receptor when each engagement
latch is in the engaged configuration. In such an example, the transitioning
at 342 may
include translating the first engagement latch and the second engagement latch
toward each other.
The transitioning at 342 may be performed at least partially automatically.
For
example, the transitioning at 342 may be performed responsive to an alignment
sensor (such as alignment sensor 32) detecting that the payload is in the
coupling
position such that each engagement receptor is in alignment with the
corresponding
engagement latch
As additionally shown in Fig. 17, in an example of method 300 that includes
utilizing the loader, method 300 may include, prior to the guiding at 330,
obtaining, at
310, the payload with the loader. In such an example, and as shown in Fig. 17,
the
obtaining at 310 may include obtaining the payload from a payload storage area
(such
as payload storage area 14) that is away from the loading area and carrying,
at 312,
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CA 3044218 2019-05-23
the payload from the payload storage area to the loading area. The carrying at
312
may be performed at least partially automatically. For example, the carrying
at 312
may include guiding the loader to the loading area with an automated
controller (such
as automated controller 40).
As further shown in Fig. 17, the coupling at 340 additionally may include
transitioning, at 344, each engagement latch to a secured configuration to
secure the
payload to the vehicle. In such an example, the transitioning at 344 may
include
translating each engagement latch in the transverse direction to transition
each
engagement latch to the secured configuration. The transitioning at 344 may be
performed subsequent to the transitioning at 342, or may be performed at least
partially concurrently with the transitioning at 342.
Fig. 18 is a flowchart depicting methods 400, according to the present
disclosure, of utilizing a vehicle docking system (such as vehicle docking
system 200)
to selectively retain a vehicle in a docked position relative to a docking
platform. As
shown in Fig. 18, a method 400 includes bringing, at 410, a vehicle (such as
vehicle
60) to a docked position relative to a docking platform (such as docking
platform 70)
and securing, at 420, the vehicle in the docked position. More specifically,
the docking
platform of methods 400 includes a plurality of docking receptor units (such
as
docking receptor units 220) having a geometric arrangement, and the vehicle of
methods 400 includes a plurality of docking insert units (such as docking
insert units
210) having a geometric arrangement corresponding to that of the plurality of
docking
receptor units. When the vehicle is in the docked position, each docking
insert unit is
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CA 3044218 2019-05-23
received in a corresponding docking receptor unit to maintain the vehicle in
the
docked position.
As shown in Fig. 18, the securing at 420 includes transitioning, at 422, each
docking receptor unit from an unlocked configuration to a locked
configuration. More
specifically, when each docking receptor unit is in the unlocked
configuration, the
corresponding docking insert unit is free to be inserted into and removed from
the
docking receptor unit. When each docking receptor unit is in the locked
configuration,
the corresponding docking insert unit is restricted from being removed from
the
docking receptor unit when the vehicle is in the docked position. The
transitioning at
422 may be performed in any appropriate manner. As an example, the
transitioning at
422 may include rotating at least one insert retainer (such as insert retainer
230) to
restrict a corresponding docking insert unit from being removed from the
docking
receptor unit. However, this is not required to all examples of method 400,
and it is
additionally within the scope of the present disclosure that the transitioning
at 422 may
include linearly translating each insert retainer, horizontally sliding each
insert retainer,
rotating each insert retainer within a horizontal plane, rotating each insert
retainer
within a vertical plane, rotating each insert retainer about a horizontal
axis, and/or
rotating each insert retainer about a vertical axis.
The bringing at 410 may be performed in any appropriate manner. For
example, and as shown in Fig. 18, the bringing at 410 may include coarsely
aligning,
at 412, each docking insert unit with the corresponding docking receptor unit
and
subsequently passively guiding, at 414, the vehicle to the docked position.
The
coarsely aligning at 412 may be performed at least partially automatically.
For
CA 3044218 2019-05-23
example, the coarsely aligning at 412 may include guiding the vehicle toward
the
docking platform with an automated controller (such as automated controller
40). The
passively guiding at 414 also may be performed in any appropriate manner. As
an
example, the passively guiding at 414 may include engaging each docking insert
unit
with the corresponding docking receptor unit to bring the vehicle to the
docked
position. As a more specific example, each docking receptor unit may include
an
insert receiver (such as insert receiver 224) that is configured to receive
and guide a
corresponding docking insert unit into alignment with the docking receptor
unit while
the vehicle approaches the docked position. In such an example, each insert
receiver
may include a sloped portion (such as sloped portion 226) configured to engage
the
corresponding docking insert unit to passively guide the corresponding docking
insert
unit into the docking receptor unit. In such an example, the passively guiding
at 414
may include engaging each docking insert unit with the sloped portion of the
insert
receiver of the corresponding docking receptor unit.
As further shown in Fig. 18, methods 400 additionally may include, subsequent
to the transitioning at 422, launching, at 430, the vehicle from the docking
platform.
The launching at 430 may be performed in any appropriate manner. As an
example,
the vehicle may include a thrust generator (such as thrust generator 68)
configured to
propel the vehicle away from the docking platform. In such an example, the
launching
at 430 may include generating, at 432, thrust with each thrust generator away
from the
docking platform and transitioning, at 434, each docking receptor unit from
the locked
configuration to the unlocked configuration. In such an example, the
generating at 432
and the transitioning at 434 may be performed in any appropriate order. For
example,
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CA 3044218 2019-05-23
the generating at 432 may be performed and/or initiated prior to the
transitioning at
434. Such a procedure may facilitate stably launching the vehicle from the
docking
platform. For example, in an embodiment in which the vehicle includes a
plurality of
thrust generators (such as a rotorcraft with a plurality of rotors, in which
each rotor is a
thrust generator), each thrust generator may begin to produce thrust at a
different rate
such that the vehicle may depart the docking platform unstably and/or unevenly
if not
positively secured to the docking platform. Hence, performing the generating
at 432
prior to the transitioning at 434 may permit each thrust generator to generate
a stable
and even thrust prior to releasing the vehicle from the docking platform,
thereby
facilitating a stable and controlled launch of the vehicle from the docking
platform.
Accordingly, in such an example, the transitioning at 434 may include
transitioning
each docking receptor unit from the locked configuration to the unlocked
configuration
simultaneously. However, this is not required to all examples of methods 400,
and it is
additionally within the scope of the present disclosure that the generating at
432 may
be performed subsequent to the transitioning at 434.
As used herein, the terms "selective" and "selectively," when modifying
an action, movement, configuration, or other activity of one or more
components or
characteristics of an apparatus, mean that the specific action, movement,
configuration, or other activity is a direct or indirect result of user
manipulation of an
aspect of, or one or more components of, the apparatus.
As used herein, the terms "adapted" and "configured" mean that the element,
component, or other subject matter is designed and/or intended to perform a
given
function. Thus, the use of the terms "adapted" and "configured" should not be
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CA 3044218 2019-05-23
construed to mean that a given element, component, or other subject matter is
simply
"capable of" performing a given function but that the element, component,
and/or other
subject matter is specifically selected, created, implemented, utilized,
programmed,
and/or designed for the purpose of performing the function. It is also within
the scope
of the present disclosure that elements, components, and/or other recited
subject
matter that is recited as being adapted to perform a particular function may
additionally or alternatively be described as being configured to perform that
function,
and vice versa. Similarly, subject matter that is recited as being configured
to perform
a particular function may additionally or alternatively be described as being
operative
3.0 to perform that function.
As used herein, the term "and/or" placed between a first entity and a second
entity means one of (1) the first entity, (2) the second entity, and (3) the
first entity and
the second entity. Multiple entries listed with "and/or" should be construed
in the same
manner, i.e., "one or more" of the entities so conjoined. Other entities
optionally may
be present other than the entities specifically identified by the "and/or"
clause, whether
related or unrelated to those entities specifically identified. Thus, as a non-
limiting
example, a reference to "A and/or B," when used in conjunction with open-ended
language such as "comprising," may refer, in one example, to A only
(optionally
including entities other than B); in another example, to B only (optionally
including
entities other than A); in yet another example, to both A and B (optionally
including
other entities). These entities may refer to elements, actions, structures,
steps,
operations, values, and the like.
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As used herein, the phrase "at least one," in reference to a list of one or
more
entities should be understood to mean at least one entity selected from any
one or
more of the entities in the list of entities, but not necessarily including at
least one of
each and every entity specifically listed within the list of entities and not
excluding any
combinations of entities in the list of entities. This definition also allows
that entities
may optionally be present other than the entities specifically identified
within the list of
entities to which the phrase "at least one" refers, whether related or
unrelated to those
entities specifically identified. Thus, as a non-limiting example, "at least
one of A and
B" (or, equivalently, "at least one of A or B," or, equivalently "at least one
of A and/or
B") may refer, in one embodiment, to at least one, optionally including more
than one,
A, with no B present (and optionally including entities other than B); in
another
embodiment, to at least one, optionally including more than one, B, with no A
present
(and optionally including entities other than A); in yet another embodiment,
to at least
one, optionally including more than one, A, and at least one, optionally
including more
than one, B (and optionally including other entities). In other words, the
phrases "at
least one," "one or more," and "and/or" are open-ended expressions that are
both
conjunctive and disjunctive in operation. For example, each of the expressions
"at
least one of A, B, and C," "at least one of A, B, or C," "one or more of A, B,
and C,"
"one or more of A, B, or C," and "A, B, and/or C" may mean A alone, B alone, C
alone,
A and B together, A and C together, B and C together, A, B, and C together,
and
optionally any of the above in combination with at least one other entity.
As used herein, the phrase, "for example," the phrase, "as an example," and/or
simply the term "example," when used with reference to one or more components,
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CA 3044218 2019-05-23
features, details, structures, embodiments, and/or methods according to the
present
disclosure, are intended to convey that the described component, feature,
detail,
structure, embodiment, and/or method is an illustrative, non-exclusive example
of
components, features, details, structures, embodiments, and/or methods
according to
the present disclosure. Thus, the described component, feature, detail,
structure,
embodiment, and/or method is not intended to be limiting, required, or
exclusive/exhaustive; and other components, features, details, structures,
embodiments, and/or methods, including structurally and/or functionally
similar and/or
equivalent components, features, details, structures, embodiments, and/or
methods,
are also within the scope of the present disclosure.
The various disclosed elements of apparatuses and systems and steps of
methods disclosed herein are not required to all apparatuses, systems, and
methods
according to the present disclosure, and the present disclosure includes all
novel and
non-obvious combinations and subcombinations of the various elements and steps
disclosed herein. Moreover, one or more of the various elements and steps
disclosed
herein may define independent inventive subject matter that is separate and
apart
from the whole of a disclosed apparatus, system, or method. Accordingly, such
inventive subject matter is not required to be associated with the specific
apparatuses,
systems, and methods that are expressly disclosed herein, and such inventive
subject
matter may find utility in apparatuses, systems, and/or methods that are not
expressly
disclosed herein.
CA 3044218 2019-05-23
